Gar-heating apparatus



2 L L A W E S H GAR HEATING APPARATUS.

Paten Nov. 13, 1888.

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(No Model.) 2 Sheets-Sheet 2,

J. H. SEWALL.

OAR HEATING APPARATUS No. 392,828. Patented Nov. 13, 1888.

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JAMES H. SEW'ALL, OF PORTLAND, MATNE.

CAR==H EATlNG APPARATUS.

SPECIFICATION forming part of Letters Patent No. 392,828, dated November 13, 1888.

Application filed April 6, 1888. Serial No. 269,838. (No model.)

To all whom it may concern:

Be it known that I, JAMES H. SEWALL, of Portland, county of Cumberland, State of Maine, have invented an Improvement in Car- Heating Apparatus, of which the following description, in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

This invention is .an improvement upon the carheating apparatus shown anddescribed in Letters Patent of the United States No. 265,284, granted to D. D. Sewall and J. H. Sewall, Octoher 3, 1882, and has for its object to provide efficient means for controlling the passage of steam from the main steanrpipe passing from end to end of the train of cars, thatit may enter the circulation-pipes and pass therethrough and thence on to the next car, or may pass directly on to the next car without entering the circulation-pipes; or, if the car should be the rear car of a train, prevent the escape of steam from the main steam-pipe.

The controlling device herein shown consists of a manually-operated valve located beneath the car-floor, it being composed of a valve-case having suitable inlet and outlet ports and two disks attached to a single valvestem adapted to be moved simultaneously to control the passage of steam through the ports, said disks, when in one position, permitting the steam to pass from the main steam-pipe to the circulation-pipes and to return again to the main steam-pipe; when in another position permitting the steam to pass directly on, all communication with the circulation-pipes being cut off; when in another position-as, for instance, when the car is the rear car of a train-closing or obstructing the passage of steam from the main steam-pipe at the rear side of the valve,or, if the said rear car should be turned end for end, closing or obstructing the passage of steam from the main steampipe at the opposite side of the valve, which will at that time be therear side. Suitable drip-pipes are provided for the circulationpipes of each car, which are at all times in communication with the said circulation-pipes, to allow the water of condensation to pass out. An auxiliary reservoir is placed beneath each car, into which the two drip-passages lead, said reservoir being composed of an outer shell or case containing a fire-pot of consider ably less dimension to leave sufficient space between the walls of the outer shell and the fire'pot for a quantity of water, and the said outer shell or water-reservoir is surrounded by a combustion-chamber,which is connected with the fire-pot by short pipes passing through the water-space. Suitable gage-cocks are provided for determining the quantity of water contained in the water-reservoir, and a steamtrap is connected with one of the drip-pas sages at the desired level with the water con tained in the reservoir to automatically re move water from the reservoir when rising above such desired level.

All water contained in the reservoir may be removed at any time by a suitable cock.

Figure 1 shows in perspective the arrangement of circulation-pipes for the car, together with a portion of the main steam-pipe and the controlling-valve and means for operating it, and an auxiliary reservoir; Fig. 2, a side ele vation of the controlling-valve; Figs. 3 and 4, horizontal sections of the controlling-valve shown in Fig. 2, taken on the dotted line :0 x, the pistons being in difierent positions, to be described; and Fig. 5, avertical section of the auxiliary reservoir or boiler, said figure also showing the controlling valve, drip-passages, and steamtrap in their relative positions.

'The main steam-pipe a, extending from end to end of the car, is adapted to be coupled to the next car or to the locomotive, the said pipe taking its supply either from the locomotiveboiler or from a boiler located at or near one end of the trainas, for instance, in the bag' gage-car or from any other source. A controlling-valve is located beneath each car of the train and is connected with the main steam-pipe a by short pipes 2 2, (see Fig. 5,) which permit steam from the pipe a to enter the valvecaseb of the controlling-valve through the port 3, and to leave the valve-case returning to the pipe a through the port 4. The valvecase b is also provided with openings 5 5 6 6 at its sides, into or around which are connected the pipes 9 9 10 10, forming a part of the circulation-pipes 0, arranged within the car. Two disks, d d, are secured to the single valve-stem 01 arranged horizontally within the valve-case, and which extends through a suitable stuffing-box placed at one end of the said case, the outer end of the said stem,

as d", having a series of teeth which are ongaged by the teeth of a sector, (1, secured to the upright shaft cl, which passes upward through the floor of the car, and is provided with a square end by which it may be turned to move the val ve-stem and its attached disks back and forth.

The disks dd, when in one position, as shown in full ]ines, Fig. 3viz., the disk d being between the two ports 3 4, and the disk (7, outside of or beyond the ports 5 5 permits a free passage for the steam from the main steampipe through the port 3, ports 5 5 to the cireulation-pipes, returning to the main steampipe through the ports 6 6 and the port \Vhen the disks (1 d are in another position, obtained by moving the stem in the direction of the arrow 60, as shown in dotted lines, Fig. 3viz., the disk (I being at the lclthand side of the port 4. and closing the ports (3 (i, and the disk d being at the right-hand side of the port 3 and closing the ports 5 5the steam from the main stean'rpipe a enters the val ve-ease through the port 3 and passes out or returns to the pipe (0 through the port 1-, thereby shutting oil the steam from the circulating-pipes. While in either position of the disks thus far described the steam will be permitted to pass outward to the next car of the train.

Each car is provided with a valve of this construction, and hence when a car happens to be the rear car of a train means must be provided for shutting off the steam to prevent its escape from the main steam-pipe. This is herein accomplished by moving the disks (Z d to the positionindicated by the full lines, Fig. 4, which shows the disk (I in position to close the port 4, while the disk (1 occupies a position at the right-hand side of the ports 5 5. \Vhen the disks are in this position, as indicated by full lines, Fig. 4, the steam from the main steam-pipes enters the port 3 and passes through the ports 5 5 to the eireulatioapipes;

but on the return of the steam to the valvecase through the ports 6 6 its progress is checked.

If the car should be turned end forced, the disks d (1 will be moved forward in the direction of the arrow 61, as indicated by dotted lines, Fig. 4, until the disk (I closes the port 3 and the disk d occupies a position at the extreme righthand of the ports 5 5. In this po sition of the disks the steam from the main st cam-pipe enters the port 4. and passes through the ports 6 (3, and on returning through the ports 5 5 its progress is checked.

For the purpose, as above described, of closing the ports 3 and i of a valve-case on the rear car of a train,(the portat of a rear car being closed when the port 3 is the steam-inlet port, and the port being closed when the car is turned end for end and said port 3 becomes the rear port and the port 4t the inletp0rt,) the disk (I is of a thickness exceeding the diameter of said ports. The disks (2 and d are also herein shown as being of a proper thickness to close the inlet and outlet ports 5 5 and 6 6 communicating with the circulation-pipes, and as being of the same distance apart as the said ports; but this feature, although preferable, is not vital, as it is obvious that the steam could be shut off from the circulationpipes by said disks and be direct-ed onward to the next car through the inlet and outlet ports 3 and 4: if the said disks were nearer together than the distance between the said ports 5 5 and G 6, and in such case the said disks would not need to be of a thickness sufficient to cover over and thus close said ports; but as it is desirable to make the valve-ease as short and compact as possible I prefer to construct and arrange the parts so that the ports 5 5 6 6 will be closed by covering them over by the disks (1 and (1 when the steam is to be shut off from the circulation-pipes. I do not, however, wish to be understood as limiting my invention to the precise relative arrangement and construction of the valve-disks and inlet and outlet ports of the valvecase herein shown and described, although I have herein illustrated what I consider the best form of my invention.

Vith the disks d d in the position shown in full lines, Fig. 4:, should it be desired to shut oft communication with the circulation-pipes said disks will be moved into the position indicated by dotted lines,and vice versa, so that the steam cannot enter the the valve-case; but in practice, as the source of supply is at the head of the train-as, forinstance, the locomotive-boiler--and each car is heated in section, the eireulationpipes of the rear car will seldom be shut off. The valve-case is also provided with openings 7 8, (see dotted lines, Fig. 3,) for the drip pipes or passages ff, and the disks (1 d are grooved circumfcrentially to afford communication when the ports 5 5 and 6 6 are closed by said disks. A step, 0, projects inwardly from one end of the valveease, that limits the movement of the disks in one direction. An arm, 20, is secured to the outside of one end of the val ve-casc, the outer end of said arm entering a slot, 21, (see dotted lines,Fig. 3,) cut in the stem (1, the said arm 20, engaging with the wall at the inner end of the slot, serving to limit the movement of the disks in the opposite direction.

An auxiliary reservoir or boiler is placed beneath the controllingvalve and into which the drip-passages f f lead, said boiler consisting of a tapered outer shell or case, i, and a limpet, i, contained within i.t,of similar shape but of less dimensions, so as to leave a sufficient water-space between the walls of the fire-pot and the outer shell for a quantity of water.

The lire-pot z" is closed at the top, and the outer shell, i, is extended upward and closed at the top to form a reservoir communicating with the space and around the fire-pot, which reservoir is intended at all times to be partially filled with water. Two gage cocks, i t, are connected with the shell or reservoir 45 above and below the level of the water con" IIO ceases a tained in the reservoir. The drippipe f onters the top of the reservoir 1', and the drippipef extends downward and enters the lower end of the reservoir 2'. The drip-pipe f is provided with a steamtrap, 1, of any suitable construction, at a point which it is desired shall be the level of the water contained in the reservoir '5, so that any surplus water may be automatically removed.

The steam-trap t normally serves the purpose of an overflow-valve to prevent the water of condensation from rising sui'ficiently high to obstruct the passage of steam in the valve-cylinder or steam-pipes; but when the reservoir is employed as an auxiliary heater or boiler the heat from the said reservoir or the steam generated therein will close the said trap and thereby automatically prevent the escape of steam, which will occur if only an ordinary overflow-valve were employed.

' The drippipef at its lower end is provided with a cock, t, which may be employed, when desired, to remove the water contained in the reservoir-ms, for instance, in freezing weather.

A. combustion-chamber, p, surrounds the shell or reservoir 0 and the fire-pot 17' is connected with the combustion-chamber by short pipes 19 near the top of the fire-pot. The fuel is received in the fire-pot through the door t. The smoke from the combustioirchamber 12 passes out through the smoke flue or pipe 1)".

The entire auxiliary boiler thus described may, and preferably will, be inelosed in a shell or case, B. (See Fig. 1 and dotted lines, Fig. 5.)

By constructing the valve which controls the passage of steam from the main steampipe to the circulation-pipes in the manner herein described a very effectual and much cheaper valve is obtained.

It is intended that the auxiliary boiler shall at all times be nearly filled with water, either the accumulated water of condensation from the ci-rculatiou'pipes or water taken from any other source, so that should the car be de tached from its source of supply of steam a fire may be kindled in the iirepot of the auxiliary boiler and the drippassages may be employed to establish communication between the said boiler and the circulationpipes of the car.

, I claiin- 1. In a carheating apparatus, the combination, with a main steam-supply pipe extending from end to end of a car and circulationpipes locatedwithin the car, of a valve-case theinterior of which is smooth or unobstructed, and which is provided with outlet and inlet ports communicating with the said circulating-pipes, and which is also provided with inlet and outlet ports communicating with the said supply-pipe and located between the said circulation outlet and inlet ports, and a valvestem provided with two pistons or disks only of a suitable distance apart to include between them the supply pipe inlet and outlet ports, or the supply-pipe inlet-port and the circulation outletports, whereby the steam from the main supply-pipe may be caused to pass from the controlling-valve to the next car direct or through the circulationpipes, as may be desired, substantially as set forth.

2. In a car-heating apparatus, the main steam-supply pipe (1V and the circulation-pipes 0, combined with a valve to control the passage of steam from the supply-pipe to the circulating-pipes, said valve consisting of the valvecase I), provided with the outlet andinlet ports 5 56 6, communicating with the said circulation-pipes, and the inlet and out let ports 3 4, located a short distance'apart between the said circulation outlet and inlet ports, and avalvestem provided with two pistons or disks, (1 and cl, the former being of a thickness sufficient to cover the said inlet and outlet ports 3 4, and thereby prevent the escape of steam from the rear car of a train when properly adjusted, substantially as set forth.

3. In a car-heating apparatus, the main steamsupply pipe a and the circulation-pipe 0, combined with a valve for controlling the passage of steam from the supply-pipe to the circulation-pipes and to the next car, said valve consisting of the valve-case I), provided with the outlet and inlet ports 5 5 66, communicating with the said circulation-pipes, and the inlet and outlet ports 3 at, located a short distance apart between the said circabeing provided with drip pipes or passages for conveying away the water of condensation, combined with the auxiliaryboiler composed of the shell or water-reservoir, into i which the said drip pipes or passages lead,

the firepot within the said shell or reservoir, and the combustion-chamber surrounding the same, and the steam-trap connected with one of the said drip-passages at the point intended for the water-level in the water-reservoir, substantially as set forth.

5. In a car-heating apparatus, the steam supply pipe a and the circulation-pipes 0, combined with a valve for controlling the passage of steam from the supplypipe to the next car, either direct or through the circulation pipes, said valve consisting of the valve-case Z), having the outlet andinlet ports 5 5 6 6, communicating with the said circulation-pipes, the inlet and outlet ports 3 4, lo-- cateda short distance apart between the said ports 5 5 6 6 and communicating with the said supply pipe, and a valve -stcm having two disks, (2 and d, of proper diameter to en tirely fill the valve-cylinder transversely, and

a stop, e, within the said valve-case for limiting the movement of the disks in the direction in which they are moved when the steam is to be shut off from the circulation-pipes, substantially as set forth.

6. In a car-heating apparatus, the main stcam-supply pipe a and the circulation-pipes 0, combined with a valve controlling the passage of steam from the supply-pipe to the circulation-pipes and the next car, said valve consisting of the valve-ease I), having the outlet and inlet ports 5 5 6 6, communicating with the said circulation-pipes, inlet and outlet ports 3 4, communicating with the said supply-pipe and located a short distance apart between the said ports 5 5 6 6, and a valvestem having the groove 21 and provided with the disks d and d, of proper distance apart, to include between them the inlet-port 3 and the outlet-ports 5 5, or the inlet and outlet 20 ports 3 and 4, and the plug or stop 6 within the valve-case, and the arm 20, for limiting the movements of the said disks in one direction or the other, substantially as set forth.

In testimony whereof Ihave signed my name 25 to this specification in the presence of two subscribing witnesses.

JAMES H. SEWALL.

\Vitnesses:

BERNIOE J. Novas, F. L. EMERY. 

